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World Maritime University World Maritime University

The Maritime Commons: Digital Repository of the World Maritime

The Maritime Commons: Digital Repository of the World Maritime

University

University

World Maritime University Dissertations Dissertations

2006

Container development strategy of Tianjin port

Container development strategy of Tianjin port

Weina Min

WMU

Follow this and additional works at: https://commons.wmu.se/all_dissertations Part of the Transportation Commons

Recommended Citation Recommended Citation

Min, Weina, "Container development strategy of Tianjin port" (2006). World Maritime University Dissertations. 939.

https://commons.wmu.se/all_dissertations/939

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non-WORLD MARITIME UNIVERSITY

Shanghai, China

CONTAINER DEVELOPMENT STRATEGY OF

TIANJIN PORT

By

MIN WEINA

China

A research paper submitted to the World Maritime University in partial Fulfillment of the requirements for the award of

MASTER OF SCIENCE

(INTERNATIONAL TRANSPORT AND LOGISTICS)

2006

(3)

DECLARATION

I certify that all the material in this research paper that is not my own work has been

identified, and that no material is included for which a degree has previously been

conferred on me.

The contents of this research paper reflect my own personal views, and are not

necessarily endorsed by the University.

(Signature):

(Date):

Supervised by

Professor Zong Beihua

Shanghai Maritime University

Assessor

Professor Robert McCalla

Saint Mary’s University

Co-Assessor

Professor Liu Wei

(4)

ACKNOWLEDGEMENT

I finished this dissertation with the help of my supervisor Professor Zong Beihua. At

the phase of dissertation researching and writing, Professor Zong gave me lots of

instructions and help. Her earnest and precise teaching attitude, wide and

quintessential knowledge, virtuous characters touch me deeply. With her help, I

finished my dissertation with less crooked road. So at the completing of my

dissertation, I will express my sincere thankfulness and grand respect to my honorific

(5)

ABSTRACT

Title of Research paper: Container Development Strategy of Tianjin Port

Degree: MSc

With the development of economic globalization, Port, which is regarded as the pivot

of sea and land, takes increasingly important role in regional economy. In my country,

3 big port clusters shape in costal region. They are Bohai rim’s economy circle port

cluster, Yangtze River delta economy circle port cluster and Pearl River delta

economy circle port cluster. Of these three big port clusters, Shanghai port’s pivot

status in Yangtze River delta is unshakeable by its own strength and its strong

hinterland. In Pearl River delta, Xianggang port’s cock status can’t be suppressed by

Shenzhen port and Guangzhou port in short period by right of its own strength. But

in Bohai rim’s port cluster, Qingdao port, Tianjin port and Dalian port’s power is

pretty much the same. The competition within these 3 ports is very serious. At the

same time, the competition with oversea port is also very serious and a large

proportion of cargoes in the north of china are transferred at oversea. If we let this

“transfer at oversea” situation going on, all of the north port of china will become

feeder port of Pusan port. This outcome is not hoped by china. So establishing china

north international shipping center, rationalizing branch line and main line,

complementing advantage and disadvantage and taking part in competing for

becoming north container pivot port is of great importance. Under this situation, as

the biggest all-around port, what should Tianjin port do? Just aiming at this, I carry

through analyzing and container throughput prediction. Then at the end paper, I will

give Tianjin port’s container development strategy.

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TABLE OF CONTENTS

DECLARATION...ii

ACKNOWLEDGEMENT...iii

ABSTRACT ...iv

TABLE OF CONTENTS...v

LIST OF TABLES...ix

LIST OF FIGURES...xi

LIST OF ABBREVIATIONS...xi

Chapter 1 Introduction...1

1.1 The background and significance of topic choosing...1

1.2 Dissertation’s contents and methodology...2

1.3 The outline of dissertation...2

1.4 Literature review...4

1.4.1 International container pivot’s forming and development...4

1.4.1.1 International container pivot’s definition and formation requirement...4

1.4.1.2 The function and development of international container pivot port...6

1.4.2 Port economy and china ports’ sufferings...7

1.4.3 Competitive cooperation theory...8

Chapter 2 Tianjin port’s survey and current condition...10

2.1 Summarization of Tianjin port’s current condition...10

2.1.1 Tianjin port’s natural condition...10

2.1.2 Current container development condition of Tianjin port...11

2.2 Competition situation of Tianjin port and circumjacent ports...12

2.2.1 Major competitors aboard...13

2.2.2.1 Pusan port...13

2.2.1.2 Guangyang port...14

2.2.1.3 Kobe port...16

2.2.2 Main domestic competitors...18

(7)

T

2.2.2.2 Dalian portT...20

T

Chapter 3 Necessity of china’s establishing northern container pivot portT...23

T

3.1 The press for establishing china’s northern container pivot portT...23

T

3.1.1 Demand of Bohai rim’s economic developmentT...23

T

3.1.2 Construction uniqueness of china’s northern container pivot portT...24

T

3.2 The necessity of establishing china’s northern container pivot portT...25

T

3.2.1 Need for improving china’s international economy competitiveness and northern port’s international competitive statusT...26

T

3.2.2 Strategic need for realizing national developmentT...26

T

3.2.3 Need for promoting north region’s social and economic development and opening to the worldT...28

T

3.2.4 Requirement for china port industry’s configurationT...30

T

Chapter 4 Qualification analysis of establishing Tianjin port as an international container pivot portT...31

T

4.1 Strengths analysis of Tianjin port around northeast Asia and Bohai rimT...31

T

4.1.1 Tianjin port is an all-around international trade port, major container port and energy port in north chinaT...31

T

4.1.2 Tianjin port has been paid great attention by government at all timesT... 31

T

4.1.3 Tianjin port owns favorable port conditionT...33

T

4.1.4 Construction of infrastructure developed quickly in Tianjin portT...33

T

4.2 The weakness analysis of Tianjin port around northeast Asia and Bohai rimT

...34

T

4.2.1 Circumjacent port’s large scale and specialization tendency is increasingly apparentT...34

T

4.2.2 Transportation network needs further constructionT...35

T

4.2.3 The berth needs further constructionT...35

T

4.2.4 Unsoundness of port logistic operation management modeT...37

T

4.2.5 Unsoundness of information managementT...37

T

4.2.6: It is faster to world major route compared with Dalian port and Qingdao portT

...38

T

Chapter 5 Forecasting of Tianjin port’s container throughputT...39

T

5.1 Methodology of forecasting Tianjin port’s throughputT...39

T

5.1.1 MethodologyT...39

T

5.1.2 Flow chart of forecastingT...42

T

5.2 Motivation of Tianjin port container transportation’s developmentT...43

T

5.2.1 Developing tend of china port’s container productionT...43

T

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source for Container ports in chinaT...43

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...70

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LIST OF TABLES

Table 2-1 Tianjin port’s container throughput and growth rate from 2001 to 2005 11

Table 2-2 Current condition of Pusan port...14

Table 2-3 Guangyang port’s employing plan...15

Table 2-4 The competition characteristics among Tianjin port, Pusan port and Kobe

port 17

Tabel 2-5 The container throughput of Qingdao port, Tianjin port and Dalian port

from 2001 to 2005...19

Table 2-6 The comparison among Tianjin port, Qingdao port and Dalian port. 21

Table 3-1 The complementation between regions & countries in northeast Asia in

natural resource and economic resource aspect 28

Table 4-1 World container ship fleet (until April 1st, 2005)...36

Table 4-2 Evolution of the ship’s size...37

Table 4-3 Distance between Tianjin port, Qingdao port, Dalian port and major ports

in Europe and America...38

Table 5-1 Economic comparison of big urban agglomeration 48

Table 5-2 History data of Beijin, Tianjin, Hebei, Shanxi region’s GDP and Import

& Export foreign trade volume...54

Table 5-3 Regression equation for Beijing, Tianjin, Hebei, Shanxi’s GDP...55

Table 5-4 Forecast of 4 region’s GDP and Import & Export foreign trade’s overall

volume from 2006 to 2010...56

Table 5-5 Suitable-for-container rate of Beijing, Tianjin, Shanxi and Hebei...56

Table 5-6 Container production Prediction of Tianjin port’s direct economic

hinterland from the year of 2007 to 2010...58

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production from 2007 to 2010...59

Table 5-8 Prediction on Tianjin port’s container throughput from 2007 to 2010...60

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LIST OF FIGURES

Figure 2-1 The compare of throughput (TEU)...14

Figure 2-2 The plan of Guangyang port...15

Figure 5-1 The flow of container port throughput‘s forecasting...43

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LIST OF ABBREVIATIONS

EDI Electronic Data Interchange

CO Corporation

TEU Twenty-Feet Equivalent Units

DWT Dead Weight Tonnage

DCT Dalian Container Terminal

GDP Gross Domestic Product

CPC Communist Party of China

US United States

WTO World Trade Organization

LOA Length Overall All

EU European Union

R&D Research and Development

IT Information Technology

NY New York

NJ New Jersey

LB Long Beach

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Chapter 1 Introduction

1.1 The background and significance of topic choosing

With the development of economic globalization, Port, which is regarded as the pivot

of sea and land, takes increasingly important role in regional economy. In my

country, 3 big port clusters shape in costal region. They are Bohai rim’s economy

circle port cluster with the center of Tianjin port, Dalian port and Qingdao port;

Yangtze River delta economy circle port cluster with the center of Shanghai port and

(15)

establishing china north international shipping center, rationalizing branch line and

main line, complementing advantage and disadvantage and taking part in competing

for becoming north container pivot port is of great importance. China’s economy

development needs establishing a pivot port in the north of china to compete with

Pusan port and Kobe port and scramble back the losing transit cargoes. This will not

only largely increase china’s port scale but also will play very important role in

costal cities’ development.

1.2 Dissertation’s contents and methodology

Under nowadays’ serious competition, what should Tianjin port—the biggest

all-around port in the north of china do? Just aiming at this, my paper will focus on

analyzing Tianjin port’s competition situation, strategy and forecasting Tianjin port’s

container throughput. At the end of my dissertation, I hope to find a good strategy for

Tianjin port’s development.

The text of my dissertation contains 6 chapters. Chapter one is a simple description

of Tianjin port’s current condition. Chapter two mainly describes the necessity of

establishing china’s northern container pivot port. Chapter three is qualification

analysis of establishing Tianjin port as an international container pivot port. In this

chapter, I mainly analysis the strength and weakness of Tianjin port in northeast Asia

and Bohai rim. In chapter four I carry through forecasting about Tianjin port’s

container throughput. In the last chapter, I will find the strategy suitable for Tianjin

port.

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Tianjin port container throughput’s forecast

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1.4 Literature review

1.4.1 International container pivot’s forming and development

1.4.1.1 International container pivot’s definition and formation requirement

ⅰThe definition of international container pivot port

International container pivot port refers to the port that has dense sea route,

deepwater channel, frequent collecting and distributing network and related

industries served for container shipping.

The above definition implies that international pivot port is composed of 2 parts. One

is infrastructure and the other is software environment service system. The

infrastructure refers to berths, channel, collecting and distributing network, modern

transportation information system and some other relevant support facilities that

complied with current and the future need. The software environment service system

refers to the service departments served for international container transportation like

customers, products testing, sanitation testing, safety inspection, ship inspection,

plant & animal inspection and some other departments on behalf of government law

execution departments. It also includes service institution like shipping agency,

freight forwarder, shipping market exchange and admiralty court and so on.

ⅱ The contribution factor of international container pivot port’s formation

There is a historic process of the formation of international container pivot port. All

of the nowadays’ well-known international container pivot port are world economy

center port cities. They all firstly developed beginning with economy and trade, then

became the international pivot port and then developed into international container

pivot port. So we can conclude that worldly and regional economy and trade’s

development stimulate the formation of international pivot port. From the end of 18th

century to the beginning of the 19th century, industry revolution made England firstly

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continent and London became the international pivot port. From the end of 19th

century to the beginning of the 20th century, in the process of world economy growth

center transferred to America from west Europe, Rotterdam and New York became

the new international pivot port one after another. Since 1960, countries in northeast

Asia and Japan’s economy booming made world economy growth center transferred

to Asia-Pacific region. Therefore, Hong Kong, Singapore became the international

pivot port. From this, we can see that the formation of international pivot port has

close relationship with regional economy’s development and foreign trade’s

development. The reason can be explained by a simple reason. The development of

economy leads to trade development, but trade need transportation. Therefore,

international shipping ports formed. In consequence, we can conclude that on one

side, international pivot port is the demand for international economy and trade’s

high-speed development, one the other side, international pivot port’s development is

the important basic requirement for world or regional economy and trade’s

development.

ⅲ Requirements of international container pivot port

The first requirement is natural condition. The international pivot port should have

deep-water channel and deep-water berths complied with the current and future need

and developed collecting and distributing network. Besides, port should exploit as

many sea routes as possible to explore the radiating area for international shipping.

The second requirement is that the port should have huge hinterland to support

sufficient cargoes. For instance, New York’s direct hinterland is New York and New

Jersey. The indirect hinterland is northeast, middle and western industry regions as

well as North America and South America. Wide economy hinterland makes New

York the places full of big exporters from America, Canada, Argentina, South

America, Australia and Africa and because of that New York has become the biggest

international trade market and economy center in the world. So huge hinterland is the

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The third requirement is having favorable location condition. The best example is

Singapore. Singapore is located in the middle of sea route of Europe and Asia-Pacific

region. Favorable location condition makes it the best choice for international pivot

port of transshipment.

The fourth requirement is developed and healthy shipping market, dense shipping

route and huge volume of shipment. For example, Hong Kong international pivot

port has business transaction with more than 100 countries and 460 ports in the world.

More than 300 shipping companies set up headquarters, subsidiary companies or

agency at Hong Kong.

1.4.1.2 The function and development of international container pivot port

There experienced 3 development processes from international pivot port to

international container pivot port. The first generation of international pivot port is

transshipment ports. Its function is simplex, only cargoes transportation and

collection and distribution. The second generation of international pivot is the port

between international pivot pot and international container pivot port. It was in a

transformation phase. The transformation completed after the 2nd world war. At that

time, the main function of port also includes value added service asides from

efficient transportation and collection and distribution. Since 1980s, international

pivot port has completed the transformation to international container pivot port. The

main function of ports has developed to resource allocation from logistic center. The

ports have become the new generation container pivot ports that integrate cargoes,

capital, information and technology circulation.

There are 4 main functions of international pivot port. The first one is transportation

function. The transportation function of international pivot port is demonstrated at

that International container pivot port mainly provides global and cheaply door to

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for international radiating economic hinterland. Transportation function is the most

basic function of international container pivot port. The second one is logistic service

function. Ports are becoming logistic service center. Its function extends to inland

such as whole selling, distributing, warehousing, and free trade zone, providing

compositive logistic service for ships, cars, trains and warehouse. Ports have become

the service center of multimodal transportation and the transshipment point of high

value-added logistic. The third one is business function. The development of

international container pivot port not only laid foundation for international trade and

at the same time it promotes the development of international trade. So international

shipping center and international trade center is always interactive supplement. The

fourth one is information managing function and information releasing function.

Modern pivot port is based on EDI system and then developed into regional

information center gradually. Therefore, the development of international container

pivot port not only laid foundation for international trade and at the same time it is a

very important stimulating factor for international trade.

1.4.2 Port economy and china ports’ sufferings

Wangwei said from china’s port— Worry behind blossom, although Chinese port

appears booming quickly, the actual competition ability is not strong enough

compared with international hub port. He pointed in international shipping

transfer-cargoes take a high proportion. But china is lack of this kind of transfer-cargoes. Too many

ports in the same region, resources configured unreasonably and over competition

are the main reasons, which weaken the competition power of china’s port.1

Cao zhongxi points that china’s ports exist a lot of weakness while flourishing,

especially in managing and operating in integration and optimization among ports.

China’s ports have the tendency of pursuing number but not profit. For example, in

recent years, shipping condition is becoming better, Freight rate increase largely.

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Ports also make full use of this chance increasing port charges. But china’s port

seems impervious. From this, we can see that china’s port take more attention on

number than profit. Mr Cao also regards that the main pressure on china’s port is not

from nearby ports like Korean but from itself. Every port in china wants to become

hub port. It is a good thing. But if the relationship betweens port is not harmony, it

will be very dangerous.2

Ports economy is regional economy which combines shipping, ports, shipping related

industries, business, trade, and touring. As a carrier of information changing between

within region and outside region, port economy has become the main power for

promoting regional economy. But what we should pay attention to is that

globalization also brings in a lot of difficulties and challenges to ports. Ships are

becoming bigger and professional. International shipping Co’s alliance is becoming

more popular.3 So ports within the same region should also in search of cooperation

but not competing seriously, fighting for each other which leads to internecine and

unable to compete with ports outside region or abroad.4

1.4.3 Competitive cooperation theory

Competitive Cooperation first brought forward by Professor Nalebuff in Yale and

Professor Brandenburger in Harvard. It is a concept using describing phenomenon

including both competition and cooperation. The ultimate purpose of competition is

win-win. Win-win strategy demands us get rid of the traditional philosophy of “not

win is loss”. Win-win strategy calls for cooperation in order for more benefit. That’s

not to say that competitive cooperation deny competition. It just aims avoiding

over-competition and virulent over-competition and keeps moderate and rational over-competition.

The members of alliance can get more benefits that can’t be got by Win-Lose

strategy. Cooperation will not only avoid ports’ over competition within the same

2

Cao zhongxi, 2005, pp. 7-9 3

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port cluster, but also can increase port cluster’s competitive power compared with

other port cluster hence increasing ports’ stimulating role in regional economy.5

(23)

Chapter 2 Tianjin port’s survey and current condition

2.1 Summarization of Tianjin port’s current condition

2.1.1 Natural condition of Tianjin port

Tianjin port is located in Tanggu that is about 170 km away from Beijing and 50 km

away from Tianjin. Tianjin port is not only a very important international port in the

north of china and sea gate of Beijing which is the capital of china but also the port

in the middle of Bohai rim nearest to north china and north-west areas. Tianjin port’s

hinterland mainly includes two municipalities of Beijing and Tianjin and most

provinces and municipalities of north china, north-west areas. It also includes 8

provinces--Heibei, Shanxi, Inner Mongolia, Shanxi, Gansu, Qinghai, Xinjiang,

Ningxia and some areas of Henan and Shandong provinces. It owns abundant

resources like salt, coal, oil, mine and so on. At present, Tianjin port’s overall

property has reached 12.4 billion Yuan, and has already have 140 berths including 8

appropriated berths which can berth fifth generation and 6th generation container

ships.

There are a lot of railways and highways in Tianjin port’s hinterland. So it belongs to

the transportation-developed region in china. The railway in the port areas connects

every area’s hinterland through Tianjin port’s rail pivot. Among Tianjin’s rail traffic

network, there has already existed shanghai railway line,

Beijing-Shanhaiguan railway line, Jinji railway line and Jingqin railway line. In the roadway

aspect, the road transportation line composed by Haerbin line,

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developed collecting and distribution network provides favourable condition to

cargoes’ circulation and Tianjin port’s further development. At the same time, it is

also beneficial to the construction of Tianjin port’s container logistic center.

2.1.2 Current container development condition of Tianjin port

In the year of 2005, Tianjin port completed cargoes throughput 240 million tons and

container throughput 4.8 million TEU. They respectively increased by 1.5% and

1.8%. Table 2-1 shows Tianjin port’s container throughput and growth rate in recent

years. At present, Tianjin port owns 101 productive berths and among them, there are

55 deep-water berths and 15 container berths. The design container throughout

capability is 3.55 million TEU. By improving efficiency and exploiting potentials,

now the real container throughput capability reached 5 million TEU in Tianjin port.

Table 2-1 Tianjin port’s container throughput and growth rate from 2001 to 2005

Tabulation unit: 10 thousands TEU

Year 2001 2002 2003 2004 2005

Throughput 201 240 301 381 480

Growth Rate 1.194 1.19403 1.254167 1.265781 1.259843

Source: Arrange on my own according to statistic materials in custom

According to constructing china’s north container pivot port, Tianjing port pays great

attention on the construction of waterway engineering in recent years. In July of

2003, the first phase of Tianjin port’s 150.000 tons waterway engineering that

invested 180 million Yuan completed timely. Tianjin port stepped forward to

world-class deep-water port. This project widen the 100.000 tons waterway from previous

210 meters to after 260 meter while the design water depth and waterway length still

keep -14.8 meters and 28.8 km. After the widening of waterway, Tianjin port’s

capability in navigation and level of bi-directional transportation ships will improve

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of goods and 6th generation container loaded ships can go in and out of the ports.

The 4th generation container ships, 70.000 tons bulk carrier and 20.000 crude ships

can navigate bi-directional. 100.000 tons crude ships and 10.000 tons ships can

navigate bi-directional. In June of 2005, the second phrase of Tianjin port’s 150.000

tons waterway engineering which invested 370 million Yuan completed on time.

After the completion of second phase of engineering, the depth of waterway has

reached -17.2 meters and the width has reached 310 meters. Now, 150.000 tons ships

can go in and out of the ports freely, the 5th and 6th generation container ships can

go in and out of the ships bi-directional, 200.000 tons ships can go in and out of port

taking the tide. The completion of the second phrase of Tianjin port’s 150.000 tons

waterway engineering signify that Tianjin port has gotten ride of disadvantage of

fairway depth and Tianjin port now is able to satisfy the deep water and large scale

trend of container ships.

At the time of constructing the waterway engineering, some other important

construction projects are under construction too. In the following 3 to 5 years,

Tianjin port will invest 40 billion Yuan to extend Tianjin port area to 100 sq km from

present’s 30 sq km and will construct about 30 projects. The 2 biggest projects in

Tianjin port’s history— the 300.000 DWT crude oil terminal and north port’s

container terminal 3rd section project— have came into operation in Dongjiang port.

Singapore port authority and Tianjin port group exploit the north port container

terminal 3rd section project corporately. These two parties invest 6.6 billion Yuan

jointly to construct and operate 6 deep-water berths. This 6 100.000 DWT container

berths’ design annual throughput will reach 400 TEU. It is predicted that to the year

of 2010, Tianjin port’s container throughput will increase to 10 million TEU.

According to the plan, the first 3 berths will put into operation in 2008.

.

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With the economic focus’s transfer to Asia-pacific region, there has already formed

container transportation centred port chain comprising Pusan to the north and

Singapore to the south which has formed a ring of encirclement to costal ports of

china. At present, china’s northern ports’ major international container pivot port

competitors are Pusan and Guangyang in Korean and Kobe port in Japan.

2.2.1 Major competitors aboard

2.2.2.1 Pusan port

Pusan port is located in the southeast of Korean and is the most important pivot port

in Korean. Pushan port is initiated in 1876. Now it has already transported 80% of

container cargoes of Korean and become the transit base from Asia continent to

North America. Pusan port has been the 3rd largest container port one time, but now

it has been over passed by Shanghai port and Shenzhen port and dropped to the 5th

largest container port. In the year of 2005, Pusan port has completed container

throughput 11.84 million TEU. Pusan port is a very big competitor of Tianjin port. It

container throughput and port condition is still much bigger and better than Tianjin

port and either port in the north of china though its world status dropped recently.

Figure 2-1 shows the comparison of container throughput in 2005 between world’s

major container port including Pusan port and china’s northern port. Table 2-2 shows

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Figure 2-1 The compare of throughput (TEU)

Source: Arrange on my own according to statistic data of customers

Table 2-2 Current condition of Pusan port.

Category Total Pusan new port

Number of berth 25 3

Berthing capability DWT Number

50.000 20

20.000 1

10.000 1

5.000 3

DWT Number

50.000 3

Handling capability

(10 thousands TEU/ year)

616 90

Draft 11-17meters 16

Source: http://chinese.busan.go.kr/business/04_01.htm

2.2.1.2 Guangyang port

Guangyang port is the 2nd largest container port in Korean. In order to enlarge

transportation market share in north-east Asia, aside from enlarging Pusan port,

Koran also invest a lot to expend Guangyang port for purpose of making it a regional

international container transit port and attracting more Chinese export and import

container cargoes. At present, Guangyang port has 12 berths and the project plans to

build 4 berths more until 2006. Until the year of 2011, there will be 33 berths in

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port. Figure 2-2 shows the plan of Guangyang port in recent years.6 Table 2-3 shows

Guangyang port’s employing plan.

Establish 4 more berths until 2006 and have 16 berths in total

Until 2011, realize 33 berths in total and become the top 10 container port

12 berths at present

Figure 2-2 The plan of Guangyang port

Source: http://www.gfez.go.kr/chinese/03developing/sub03_02.html

Table 2-3 Guangyang port’s employing plan

3 phase

Category Whole

plan

1 phase (In

operation)

2 phase (in

operation)

1 2

Future

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2.2.1.3 Kobe port

Kobe port is the most important port in Kansai, Japan. The total vessel into and out

of port is 90 thousands and ranks the number 1 in Japan.7 Since 1968 when the port is

initiated, Kobe port became a very important portal of Japan and the one of the world

famous port. Kobe port is the second largest port in Japan, the port area is shaped

like fan and the total area is about 10 sq km. The yearly throughput is a little behind

Yokohama and reached 100 million tons. In the 1950th, Kobe port begins the modern

construction of berth. Though the Hanshin-Awaji earthquake makes Kobe port suffer

seriously in 1995, people in Kobe work hard to reconstruct the berth. Only in two

years, Kobe has completed all of the equipments reconstruction. The number of

periodic line and vessels via port has recovered the level before earthquake. Now

Kobe has become the biggest trade port in Japan. At present, Kobe port is addressed

itself to readjusting port fee and facilitating ships’ entering and leaving port formality

as well as strengthening information management jobs for the purpose of becoming

21 century’s new-type core port.

The ports above have deployed serious competition in developing international

container transportation. The competition focus is on contention northeast

international container transit transportation market. Among these ports in northeast

region, Pusan port has favourable base of container transit. Plus the join in of

Guangyang port and the implementation of development planning, it is the foremost

competitors of Tianjin port. Kobe port in Japan has huge development potential

especially the processing industry’s transfer in Japan and huge foreign investments

bring large quantities of container sources for Japan. It brings beneficial condition for

Kobe port’s container development. But because of enormous container lost caused

by Hanshin-Awaji earthquake which largely weaken the international

competitiveness of Kobe port, it is quite difficult to recover. So Kobe port is the

minor important competitor.

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The recent situation is that a large number of containers in Bohai rim are transited in

Pusan. It greatly affects the process of china’s construction of pivot port and makes

china’s northern costal port including Tianjin port gets into a very disadvantage

status in the competition of pivot port. So speeding up the construction of china’s

northern costal port is very important to improving the status of north ports of china.

Table 2-4 shows the competition characteristics among Tianjin port, Pusan port and

Kobe port.

Table 2-4 The competition characteristics among Tianjin port, Pusan port and Kobe

port

Ports Container

throughput

(TEU)

Port infrastructure and

development planning

Port policy Competition

relation with

Tianjin port

Tianjin port *480

(2005)

16th

largest

container

port in the

world

*Fairway depth:

-14.8~-17.2 meters

*Design handling

capability: 355 TEU

*North port container

terminal project: until

2010, 16 modern

large-scale container berths

will be built. New

adding container

throughput capability

will be 9 million TEU.

In 2011, annual

container throughput

capability will be 12

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Pusan port (Including Guangyang port) *1184 (Pusan 2005) *The fifth largest container

port in the

world

*Handling capability is

616 TEU in Pusan port.

Guangyang port is 280

TEU

*In 2011 the two ports’

container throughput

capability will reach 24

million TEU

*Establishing north-east

Asia logistic net and 21

century pacific central

port

*Low freight

rate & high

quality service *Provide allowance, turnover assurance and infrastructure policy *The competition aim is distributing Japan port’s container and scramble containers from north

costal port in

china

*Foremost

competitor

Kobe port *226

(2005)

* fairway depth: -15~

-16 meters

*Establish 21 century

Asia father port

*Amend port tariff and simplify formalities *Minor important competitor

Source: Arrange on my own according to materials

2.2.2 Main domestic competitors

In the north of china, the main container ports are Dalian port, Tianjin port, Qingdao

port, Yingkou port, Yantai port, Jinzhou port, Dandong port and Longkou port.

Among these, only Dalian port, Tianjin port and Qingdao port stand a chance to

become north container pivot port. Table 2-5 shows the 3 ports’ container throughput

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Tabel 2-5 The container throughput of Qingdao port, Tianjin port and Dalian port

from 2001 to 2005

Tabulation unit: 10 thousands TEU

Year 2001 2002 2003 2004 2005

Qingdao 264 341 424 514 630

Tianjin 201 241 301 381 480

Dalian 122 135 167 221 265

Qingdao 29.17% 24.34% 21.23% 22.57%

Tianjin 19.90% 24.90% 26.58% 25.98%

Dalian 10.66% 23.70% 32.34% 19.91%

Source: Arrange on my own according to materials of customers

2.2.2.1 Qingdao port

In 1997, port’s container throughput over passed Tianjin port and became the largest

container port in the north of china. In 2003, Qingdao port has completed container

throughput 4.239 million TEU and listed 3rd in china’s top 10 container ports. In the

year of 2003, Qingdao port announced that in the following 7 year, Qingdao port will

invest 16 billion Yuan to build port for the purpose of breaking through 200 million

tons in throughput in 2010 and reaching 10 million TEU in container throughput.

Compared with Tianjin port and Dalian port, Qingdao port owns comparable

favourable natural condition. Tianjin port is located in the deep level of Bohai rim.

Dalian port is located in the mouth of Bohai rim. But Qingdao port is facing wide

yellow sea and has the advantage of nearest to the world major route. Qingdao port

still has deep-water advantage that can better satisfy the calling need of 6th

generation or even bigger container ships. The container terminal 3rd phase project

in Qingdao port has the most advanced container terminal which can directly berth

super container ships with 20000 TEU. Besides, the terminal furnish the most

advanced container loading and discharging equipment and adopt modern

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compared with Tianjin port and Dalian port, Qingdao port also has its disadvantage.

The hinterland is narrow and 90% of containers are coming from inner province.

Localization phenomenon is very conspicuous. Also it is too close to shanghai, and

shanghai is establishing yangshan port now which will greatly effect Qingdao port.

Besides, Qingdao port’s dominant business is overly single and port’s loading and

discharging income accounts for 80% of the overall income. Asides from that,

Qingdao port’s storage ability is low, which is even less than half of Dalian port.

Storage capability is one of the important attributions of measuring a port’s logistic

industry’s development. In recent years, in order to break limit, Qingdao port

announced the strategy of “9.6 million sq km are all Qingdao port’s hinterland” and

established office in the whole nation to attract cargoes.

2.2.2.2 Dalian port

Dalian port is located in the south of liaotung peninsula which east is Yellow sea,

west is Bohai, south is Shandong peninsula separated by Bohai strait. Dalian port is

not only the trade centre of liaoning province, but also a very important international

gateway of northeast china and inner Mongolia. Since the building of the port, Dalian

port has already formed stable system of passenger& cargoes flow and owned 73

specialized berths for container, crude oil, product oil, coal, grain, fertilizers and

mine. Dalian port is a good modern all-around port with favourable collecting and

distributing condition and service function. Besides, through Siberia railway Dalian

port became the origin point of land bridge from Asia to Europe. In recent years,

Dalian port’s container throughput kept growing. But due to the economic depression

of northeast china, low containerisation rate and the transfer of container port from

previous one to Dayaowan port, Dalian port’s container throughput’s growth is

competitively slow. It only completed 2.65 million TEU in 2005. Table 2-6 shows

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Table 2-6 The comparison among Tianjin port, Qingdao port and Dalian port. Port Container throughput (10 thousands TEU)

Port infrastructure and

development planning

Port policy Comparable

advantage

Tianjin

port

480(2005)

16th largest

container port

in the world

In recent 4

years, the

annual

growth rate

is about 24%

*Fairway depth:

-14.8~-17.2 meters

*There are 15

container berths now.

The number of

container berths under

construction is 6 and

the new-adding

capability will be 4

million TEU *Construct container logistic center Rely on economic hinterland and construct china’s north container pivot port *hinterland advantage *More ocean Shipping containers *Developed collecting and distributing system Qingdao port

630(2005)

13th largest

container port

in the world

In recent 4

years, the

annual growth

rate is about

24%

*The 3-phase

terminal’s coastline

will be about 2400

meters in length and

17 meters in depth

that can call 10.000

TEU containers. The

4th terminal’s coastline

will be about 2000

meters in length that

can build 4-5 berths.

*Foreign trade

container

terminal moves

to Qianwan port

*The 3rd and 4th

phase of

Qianwan port

attract

investment at the

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The total investment

will be about 5 billion.

with world-famous shipping companies and Container terminal for Tianjin port Dalian port

265 (2005)

30th largest

container port

in the world

In recent 4

years, the

annual growth

rate is about

21.7%

*Recently there are 4

container berths. *Cooperate with Singapore port authority, DCT and china shipping Group

* Bring in new

management philosophy and management mode *Region advantage *Joint venture Experience in operating container terminal *Good natural condition *Secondary competitor

Source: Arrange on my own according to materials

Chapter conclusion

From the above analysis, we know clearly Tianjin port’s own current situation, its

competitive status, major competitors and their situations. It provides foundation for

future analysis. Because of port economy scale and port economy’s stimulating role

on economy, every costal city invests largely in port construction which cause

obstacle on Tianjin port’s development. Under this situation, what Tianjin port

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Chapter 3 Necessity of china’s establishing northern container pivot port

3.1 The press for establishing china’s northern container pivot port

3.1.1 Demand of Bohai rim’s economic development

From south to north development process of Chinese eastern costal economy makes

Bohai rim becomes a new round economy growth pole. Following up Pearl River

data and Yangtze River data, Bohai rim will become one of the most active regions

in china in the beginning of new country. Bohai rim is a place where economy and

culture develops and natural resource and industry base abounds. It is not only a most

powerful region in national comprehensive scientific power, but also an important

national industry base of resource and raw materials. At the same time, it is also the

region with high open degree and good developed outward type economy.

The economic development of provinces and municipalities in Bohai rim mainly rely

on or in search of port or costal cities to support. Ports and costal cities have formed

one after another economy sectors which promoting the development of regional

economy. Therefore, the development of costal cities is of great importance to the

economic development of Bohai rim.

At present there are 3 major container ports in Bohai rim, they are Dalian port,

Tianjin port, and Qingdao port. The direct hinterland of these 3 regions associated to

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hinterland’s container production demands an international container pivot port in

the north of china. Once an international container pivot port like this has formed, the

increase of international transit container will realized. Circulating like this, it makes

the development of Bohai rim’s container port can keep up with the requirement of

the time. So the construction of the northern container pivot port is the economic and

social development’s objective demand of Bohai rim.

3.1.2 Construction uniqueness of china’s northern container pivot port

At present, all the Tianjin port, Qingdao port and Dalian port aims high and propose

to establish china’s northern container pivot port. But from the development history

of world container pivot port, within the same Bohai rim region, 3 ports cannot

become international container pivots at the same time. That’s because container

transportation exist timeliness and depressiveness that makes liner transportation

exist “Matthew effect”. Matthew effect refers to a phenomenon that good is going to

be better, bad is going to be worse, many are going to be more and few are going to

be less.8 That is the existing port that has already established lots of routine line will

attract more containers because of its wide line coverage, density and transportation

timeliness. More containers will lead to port’s cohesion force. So in one region that

is in the Bohai rim port cluster, there is going to be only one international container

pivot port. Of course, tripartite confrontation of 3 ports will exist for a while, but

with the 3 port’s own development in the future, there is sure going to form an

international container pivot port that is most powerful in synthesis strength and most

potential. The other 2 ports will become the feeder port servicing for this pivot port

in this region.

As a northern all-around international port, national major pivot port, Tianjin port’s

role in stimulating port hinterland’s development is becoming larger and larger with

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china’s reform and opening process. Tianjin port’s development should be in

accordance with the economic development of its dependant cities and port

hinterland. Bohai rim especially the region of Beijing and Tianjin where is Tianjin

port in is the economic development focus of china’s northern region. Tianjin port’s

wide hinterland has huge development potential. According to country’s positioning

on Tianjin, Tianjin port is going to be constructed a modern port city and an

important economic center of china”. Port is a very important advantage for Tianjin.

Port city is an important feature of Tianjin. On the basis of ample research and

advantage analysis, full employing port economy and port city & sea economy’s

huge radiation role, adjusting port’s function and cargoes structure, exerting port’s

comprehensive transportation pivot role, improving port industry’s benefit,

optimizing port’s service quality, strengthening port’s cock status, exerting the

win-win condition of city development and port development, it might be possible that

Tianjin port be constructed the only container pivot port in the north of china.

But at the same time, century committee of china brings forward that establishing

Dalian port to be the northeast international shipping center. Whether it is contrary

to the strategy of Tianjin port or not? The answer is definite not. In fact, almost all of

the big ports in the world are very close to another big port. For example, Los

Angeles port and long beach port, New York port and New Jersey port in America,

Japan’s Osaka port and Kobe port, German’s Bremen port and Hamburger port and

so on. The real condition shows that establishing Dalian port to be the northeast Asia

international shipping center is not contrary to Tianjin port’s development.

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3.2.1 Need for improving china’s international economy competitiveness and

northern port’s international competitive status

Port’s construction and development is not only due to the need for social and

economic development, but also driven by the city the port is in and the development

of port’s hinterland. In turn, port’s development has huge counter reaction on port

hinterland’s economy. Port’s development can stimulate hinterland’s economic

development. So container pivot port is an important section in international

economy, international trade and international shipping.

At present, there have already been many world famous container ports like Hong

Kong, Singapore, Gaoxiong, Kobe, Pusan, Tokyo and Yokohama in Asia. A very big

proportion of containers from northern part of china are transshipped in this region,

which largely increase transshipment link and transshipment fee hence losing large

amount of non-trade foreign exchange and weakening product competitiveness

internationally. If china’s 3 northern big container ports are able to correctly position

themselves according to practical situation and their own development condition, it is

not only beneficial to exerting costal port’s resource’s efficiency and rewards,

making full use of port’s own advantage, taking part in international port competition,

improving china ports’ international competitive power, but also getting over port’s

excessive unordered competition and promoting the forming of northern port’s

multi-level container transportation network—international container pivot port, feeder

transportation and domestic transportation.

3.2.2 Strategic need for realizing national development

Chinese communist party 16th conference report indicates that china’s development

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complied with the situation of china and world economic development trend.

Choosing an approach like this has significant meaning for china’s realizing the goal

of overall construction of well-to-do society. Realizing new industrialization, we

must comply with Chinese situation and choose new industrialization approach that

focus on firstly developing manufacturing industry. That’s because china is in the

middle of industrialization, capacity development is unbalanced, so in the following

years, traditional industry especially the manufacturing industry still have wide

market demand. It is reported that manufacturing industry directly creates one thirds

of GDP. It takes account four fifths of the whole industry, provides more than one

thirds’ financial income for china that occupies 90% of export and arranges

occupation of more than 80 million persons. Put another way, at today when the

high-tech industry developed quickly, our country’s traditional industry takes a very

big proportion at the whole national economy and still the main power in the

economic development. Manufacturing industry especially equipment manufacture

industry is still the driven engine of the country’s industrialization and modernization.

Not owing own powerful manufacture industry, not equipping and changing the

whole industry and improving production technology level, it is impossible to realize

industrialization and modernization. At the same time, china is a big country with

nearly 1.3 billion populations and plenty of labor resource. So the employment

pressure is very serious. At the process of industrialization, especially at the process

of new industrialization of the connection of industrialization and informationization,

this contradiction even will deteriorate. So at the beginning of realizing new

industrialization, developing and absorbing manufacturing industry is very suitable

to exerting china’s labor advantage, reducing china’s occupation pressure.

Northeast china is an important heavy industry base with abundant traditional

manufacturing technology and labor force advantage. Since china’s reform and

opening, in the process of adjusting traditional industry structure, reforming

manufacture technology and upgrading products, northeast’s traditional heavy

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strategic decision on china’s new manufacture industry road create new development

chance for stimulating north-east economy and restoring northeast industry base

based on manufacture industry. As the sea gate of northeast manufacture industry

base, northern container pivot port’s construction has more urgent demand.

3.2.3 Need for promoting north region’s social and economic development and

opening

Bohai rim region is located in the connection parts of south to north transit and east

to west transit. Its hinterland is the important window access to northeast Asia and

the world. Because of the fact of Geo-economy, the economic hinterland of ports in

Bohai rim has strong complementation with some regions and countries in east-north

Asia in natural resource and economic resource. Table 3-1 shows national resources’

complementation between regions in northeast Asia including china.

Table 3-1 The complementation between regions & countries in northeast Asia in

natural resource and economic resource aspect9

China Russia North Korea South

Korea

Japan

Capital -44.6 -50.3 -42.11 -13.0 +57.7

Mine +42.3 +35.9 +28.6 * -41.4

Agriculture +35.5 -13 +17.6 -38.4 -10.8

Energy

sources

+34.6 +73.3 * * -76.4

Forestry +13 +50.8 +10.3 -84 -24.9

Natural

resource

Marine

product

* +22.2 +44.1 -15.8 -13

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Labor force +44.9 -26.1 +32.7 -21.3 -22.9

Operation management -28.4 -26.1 -21.1 * +37.8

Technology -63.4 -55.8 -56.1 +27.7 +74.6

Productive materials -23.8 -22.9 -23.8 -14.9 +15.8

Consumption goods -14.6 -19.2 -13.7 +33.6 +15.8

Annotate: + Potential supply –Potential demand *almost balanced

Source: provide by professor Zong beihua

From the table we know that china has advantage in natural resource’s supply, hence

having strong complementation with Japan and Korean. At agriculture aspect, china

has comparative big complementation with Russia. In the aspect of operation

management, technology, productive materials and consumption goods, china is in

the minority position hence having comparative good complementation with Japan.

This kind of objective existing complementation stimulates economic cooperation

between countries and it also has some reference to Bohai rim’s international

economic cooperation.

Bohai rim with the center of Beijing and Tianjin are close to Japan and Korean who

are the most developed countries in northeast Asia. The location advantage plus the

natural resource and economic resource’s complementation make these 2 regions

will cooperate closely. So with the increasing deepening of international industry

transfer, there will be large quantities of capital and technique intensive industries

transferring to Bohai rim. So in the following years, capital-intensive industries in

Bohai rim will get ample development. With the economic rising in south of china,

how to develop northern economy, how to change economic development’s

unbalanced phenomena will become a realistic problem for china’s stable and

gradual development in economy. China’s economic growth focus’s from south to

north gradient transfer is a necessary trend for china’s transform and opening and

economy development. Cities in Bohai rim usually have comparable good

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comprehensive technology and employees. At the same time, Bohai rim is one of the

densest economic regions among urban agglomeration, industry clusters and port

clusters in my country or even in the world. In consequence, speeding up the

construction of north container pivot port is the need for promoting economic and

social development of southern region of china.

3.2.4 Requirement for china port industry’s configuration

From the point of the world economic development trend, the world’s economic

growth focus has transferred to Asia-pacific region. Within the region of Asia-pacific,

northeast Asia is becoming more and more worldly famous by right of its favorable

location, abundant resource condition, multi-level economic structure and huge

development potential. In recent years, the economic cooperation between regions in

northeast Asia is increasingly actively. Bohai rim region is located in the center of

northeast Asia, and it takes a very important role in international diversion of labor

so it has the potential advantage of becoming northeast Asia’s economy center.

Since 1980s, some comparable developed countries like Japan and Korean in this

region has carried through industry restructure. This kind of restructure brings lots of

opportunities to Bohai rim regions. Objectively, it requires speeding up north

container pivot port’s constructer to promote china’s taking part in the process of

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Chapter 4 Qualification analysis of establishing Tianjin port as an international

container pivot port

4.1 Strengths analysis of Tianjin port around northeast Asia and Bohai rim

4.1.1 Tianjin port is an all-around international trade port, major container port and

energy port in north china

Tianjin port is located in the connection point of Beijing & Tianjin and Bohai rime

economy circle cluster and it is the nearest port in Bohai rim port cluster to north

china and northwest china. This makes Tianjin port owns wide economic hinterland.

Besides, Tianjin port is convenient to every port in the north of china and northeast

Asia as well as ports in Pacific region. It takes a very important status in international

and internal trade.

4.1.2 Tianjin port has been paid great attention by government at all times

(45)

government. Tianjin port has become the window and channel of going to world

since Tianjin’s reform and opening up. Bonded area of Tianjin port that is

established in 1991 has poured vigor in attracting foreign investment and in

strengthening function sides. As the advance area of reform and opening, Tianjin

port has already become the accumulation area for attracting foreign and domestic

capital. It has realized 5 billion US dollars of accumulated agreement foreign

investment and 2 billion US dollars of actual amount of foreign funds utilized. Until

recently, there have been more than 4000 enterprises initiated by 97 countries and

regions, 27 provinces, municipalities and district and 47 big companies set up a home

in bonded area of Tianjin port. Among these there are 33 companies that are in the

world’s top 500 ranking.10 At present, Tianjin binhai new district with the kernel of

one port (Tianjin port) and 2 zones (economic technological development zone,

bonded area) has been the most economic growth point in Tianjin. Until the year of

2005, Tianjin binhai new district has realized GDP of 160.86 billion Yuan that

accounted for 43.9% of that of Tianjin11. In the year of 2005, Tianjin binhai new

district’s gross industrial output value and the industry value added over passed

shanghai pudong new district. Overall export volume has increased to 18.47 billion

US dollars in 2005 from 0.5 billion US dollars in 1993 and it occupies 65% of

Tianjin port. Omnibearing opening up pattern has almost formed. Tianjin binhai new

district’s development greatly stimulates Tianjin port’s development just like

shanghai pudong new district’s stimulation on shanghai port. Looking at the future,

Tianjin port will go to the world more openly. At the aspect of making use of

international resource, capital and taking part in international competition, Tianjin

port which acts as an import and export gateway will take more and more important

role.

10

http://gov.finance.sina.com.cn/zsyz/2006-03-23/82045.html

(46)

4.1.3 Tianjin port owns favorable port condition

Port condition owned by Tianjin port is an important foundation of developing

regional association, is the pre-condition of Tianjin port becoming economy center

and transportation pivot connecting north-west, north china and north-east Asia.

Since china’s reform and opening, Beijing needs a convenient foreign gate. In Bohai

rim, Tianjin is the best choice. But the cooperation between these two cities once got

into deadlock. Beijing cooperated with Tangshan and established Jingtang port in

1993. But Jingtang port began its first step too late and it is distant to Beijing. So it

can’t solve the problem of Beijing. It is quite likely that Tianjin port take more roles

in the cooperation of Beijing and Tianjin.

At present, Tianjin port has already stepped into the range of world’s top 10. It has

business contract with more than 300 ports in more than 160 countries and regions

and established friendly relations with 10 ports. In Tianjin port, the majority of

containers are coming from Beijing, Hebei, Shanxi, Shanxi, Ningxia, Gansu, Qinghai

and Xinjiang. Even Chongqing in the Yangtze valley views Tianjin as gateway of

exporting to Japan and Korean.

4.1.4 Construction of infrastructure developed quickly in Tianjin port

In 2005, Tianjin port completed infrastructure investment 4.9 billion Yuan and listed

in the front line among national ports. This year, Tianjin port will go on enlarging

infrastructure investment according to the demand of establishing Tianjin to be a

first-class port in the world. It is estimated that the infrastructure investment will

reach to 7 billion Yuan this year12. This year is the first year of 11th five-year plan.

Tianjin port will further accelerate construction and multiple major projects will

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complete. Among these, container terminal section A in north port of Tianjin is going

to be 1100 meters and can berth 100.000 DWT ships and design annual throughput

capability is 1.7 million TEU. Nanjiang 12 # break bulk cargoes berth is 200

thousands berth and the design annual throughput capability is 10 million tons. It will

be completed at the end of September. 150.000 DWT coal terminal will be

completed in December. The design annual throughput capability is 35 million tons.

Besides that, In order to speed up port construction, this year, some other major

projects like north port container terminal section B project, 3rd phase of container

terminal in north port and 300.000 DWT oil terminal will come into operation.

During the 11th five-year plan, for the purpose of building into modern international

deep-water port, Tianjin port will invest 36.7 billion Yuan to construct port so as to

further enlarge scale, improve class, perfect function and improve Tianjin port’s core

competitive power.

4.2 The weakness analysis of Tianjin port around northeast Asia and Bohai rim

4.2.1 Circumjacent port’s large scale and specialization tendency is increasingly

apparent

For adjusting to the developing trend of international shipping, all of the major ports

in Bohai rim are accelerating construction of bigger and special ports. 300.000 DWT

oil terminal and 300.000 DWT mine terminal, which totally cost nearly 2.1 billion

Yuan in Dalian, put in operation at September of 2004. In Qingdao port, container

develops every quickly in recent year. The depth of water reached -17.5 meters and it

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4.2.2 Transportation network needs further construction

The construction of transportation network is very important to port’s development.

But because of lacking special railway transit equipments at present, the terminal

capability from port area to railway is very limited. Asides from that, the problems of

railway itself and equipments deficiency lead to that railway container

transportation’s advantage cannot exert. Undeveloped and unsystematic multimodal

transportation to the great extent constrain Tianjin port logistic industry’s

development. So according to the characteristics of locating in the west of Bohai rim

where is close to north china, vast hinterland of north-east of china, Tianjin port

should on the one hand strengthen the access construction of highway especially

speeding up the research on express highway direct into the port if the transportation

range is within 500km, on the other hand should accelerate the access construction

between port and railway of hinterland if the transportation range exceed 500km.

4.2.3 The berth needs further construction

Presently, national and world container transportation volume increases very quickly.

Taking Tianjin port as an example, in recent 5 years, the growth rate of Tianjin port’s

container throughput is about 23.4%. With the quick growth of Beijing and Tianjin,

china’s entering into WTO and the implementation of western development strategy;

container throughput has achieved radical progress. At the same time, driven by

economic of scale, all the major shipping companies in the world are building or

ordering ships larger than 5000 TEU. Post-panamax ships are becoming the most

popular type of ships in Asia-Europe and Asia-West America route. Large ships

increase more quickly than small ships. Table 4-1 shows the ship ordering condition

in recent years and Table 4-2 shows the evolution of the ship’s size. From the Table,

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like 5th and 6th generation or above are becoming more popular. Ships’ DWT has

reached 50.000 DWT—60.000 DWT above, the draft reaches 13—15 meters. 8000

TEU container ship is no longer rare any more. 120.000 TEU container ship is under

construction. But at the present time, there are only 15 container special berths in

Tianjin port; the annual throughput capability only has 4 million TEU. Considering

the gradual growth of container throughput and the longer cycle time of container

terminal construction, throughput capability deficiency will exist for a long time in

Tianjin port.

Table 4-1 World container ship fleet (until April 1st, 2005)

Ship number TEU Now Book in 2005 Book in 2006 Book in 2007 Book in 2008 Book in 2009 Total

000-499 411 0 0 0 0 0 0

500-999 619 76 67 10 2 0 155

1000-1999

938 52 54 55 15 0 176

2000-2999

548 45 60 42 10 2 159

3000-3999

278 6 17 34 7 0 64

4000-4999

254 29 39 53 28 1 150

5000-5999

190 32 22 24 12 0 90

Above

6000

138 38 77 74 53 4 246

TOTAL 3376 278 336 292 127 7 1040

Source: International Containerization (2005), Key figures of supply and demand in container

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Table 4-2 Evolution of the ship’s size

Tabulation unit: meter

TEU LOA Width Draught

1500 225 24.5 9

3000 275 27.5 10

4500 300 32.2 11.5

6600 320 40.0 14.3

8000 347 42.6(17 row) 14.5

12000 380-400 22 row 15.5

15000-18000 Above 400 24 row 18

Source: Arrange on my own according to materials

4.2.4 Unsoundness of port logistic operation management mode

Presently, Tianjin port’s area is lack of large-scale operators with strong organizing

and coordinating capability. Aside from COSCO, Sinotrans and CMST (China

National Materials Storage and Transportation Corporation) have developed modern

logistic operation, most of warehousing enterprises’ scale is small and the function is

single. They are in the scattered arrangement and dispersed condition and lacking the

function of systematic logistic service. This largely hinder the seamless services.

4.2.5 Unsoundness of information management

Presently, Tianjian port hasn’t established wide information service system. Though

port EDI has been established, it still has distance with social requirement for

developing shipping transaction, goods transaction, information distribution,

Figure

Table 2-1 Tianjin port’s container throughput and growth rate from 2001 to 2005
Figure 2-1 shows the comparison of container throughput in 2005 between world’s
Table 2-2 Current condition of Pusan port.
Table 2-3 Guangyang port’s employing plan
+7

References

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